Automotive vehicle control connection



o. F. QUARTULLO 2,219,601

AUTOMOTIVE VEHICLE CONTROL CONNECTION Filed May 4, 1939 6 Sheets-Sheet 1Oct. 29. 1940.

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AUTOMOTIVE VEHICLE CONTROL CONNECTION Filed May 4, 1939 '6 Sheets-Sheet2 F/o. E.

ATTORNEY OPP/1:05 /f' 40,. m/uo Oct. 29. 194 o. F. QUARTULLO AUTOMOTIVEVEHICLE CONTROL CONNECTION Filed May 4, 19159 6 Sheets-Sheet 3 OPP/{[05E Qu/wrauo a4 I Oct. 29. 194 o. F. QUARTULLO AUTOMOTIVE VEHICLE CONTROLCONNECTION Filed May 4, 1939 6 Sheets-e'Sheet 4 E. A A v 7! llll t r uOPP/9505 fi' QUARTl/LLO Oct. 29, 1940. o. F. QUARTULLO AUTOMOTIVEVEHICLE CONTROL CONNECTION Filed May 4, 1939 6 Shee ts-Sheet 5 OCL 29,1940. Q, QUARTULLQ 2,219,601

AUTOMOTIVE VEHICLE CONTROL FON NECTION Filed May 4, 1959 6 Sheets-Sheet6 u. {"IIIIIIIIIIIIIIIA 47 /uvewro/P:

OPP/{05 f Own/Prone Arne/var Patented Oct. 29, 1940 UNITED STATESAUTOMOTIVE VEHICLE CONTROL CONNECTION Orpheus F. Quartnllo, ClevelandHeights, Ohio,

assignor to The White Motor Company, Cleveland, Ohio Application May 4,1939, Serial No. 271,765

11 Claims.

This invention relates broadly to automotive vehicles and morespecifically to improvements in the control mechanisms therefor.

In detail the invention comprehends a dual control unit designed tofacilitate the operation of the clutch and speed change gears in a powertransmission mechanism which is disposed in remote relation to thecontrol members for the machine. The commercial automobile, illustratedherein as one exemplification of a structure of this type, comprisesgenerally a body having a cross passage therein intermediate the wheelsand below the plane of the axles, an engine, a transmission and axleassembly, rearward the cross passage with a gear shift and clutchcontrol unit disposed forward said passage. The body of the vehicle isconstructed to facilitate the operation thereof by a driver in astanding position, the clutch and gear shift pedals of conventional formbeing eliminated in the instant case and supplanted by a control unitembodying the present invention. Vehicles of this character haveattained popularity in such delivery service as necessitate frequentstops, access to the truck from either side thereof and the eliminationof control members in the cross aisle.

One of the objects of the invention resides in the provision of a remotecontrol mechanism which will accommodate the operation of the gearselector in a transmission and the actuation of the sliding gearstherein.

Another object of the invention is to provide a power actuated clutchrelease mechanism which is designed as a structural part of thetransmission control lever and coordinated for concurrent use therewith.

Another object of the invention is to provide a series of levers andlinks for transmitting the movement imparted by the control membersaround the cross passage in a vehicular body and to the clutch andtransmission gearing.

A further object of the invention is to provide linkage intermediate thebrake lever and the clutch operating mechanism which is adapted toeffect the release of the clutch upon application of the brake.

Another object of the invention resides in the novel construction ofparts associated with the gear shift lever and the organization of suchparts within the machine to effect directional changes in movement ofthe members connected therewith.

Another object of the invention is to provide a power actuated clutchrelease mechanism and a remote control member therefor, the latter beingsupported on the gear shift lever and arranged for operation by onehand-of the driver.

Other objects and advantages more or less ancillary to the foregoing andthe manner in which all the various objects are realized will appear inthe following description, which considered in connection with theaccompanying drawings, sets forth the preferred embodiment of theinvention.

Referring to the drawings wherein the preferred embodiment of theinvention is illustrated:

Fig. 1 is a side elevational view of an automobile embodying the presentinvention, certain portions of the body being broken away to illustratethe arrangement of control mechanisms and the relation thereof to thedriving members of the vehicle;

Fig. 2 is a transverse sectional view of the vehicle, the section beingtaken on a plane indicated by the line 2-2 in Fig. 1;

Fig. 3 is a diagrammatic view of the'control connections illustratingthe gear shift lever, transmission and clutch housing, the drawingsfurther illustrating the fuel throttle linkage to the engine intakepipe;

Fig. 4 is a diagrammatic view of the hand brake system including aportion of the clutch operating member associated therewith;

Fig. 5 is an enlarged detailed side elevational view of a fragmentaryportion of the clutch operating member;

Fig. 6, is a front elevational view of the clutch operating memberillustrated in Fig. 5;

Fig. 7 is an elevational view of the clutch operating memberillustrating the position of certain parts thereof after the initialmovement of the clutch actuating latch;

Fig. 8 is an elevational view of the clutch operating memberillustrating the position of the parts thereof when the clutch is fullydisengaged;

Fig. 9 is a similar elevational view of the clutch operating mechanismshowing the relation of the parts therein after the clutch operating armhas been actuated to the position in which the clutch is disengaged bymovement of the brake lever;

Fig. 10 is a vertical section through the clutch operating memberillustrating the journalled support of the lever arm therein, thesection being taken on a plane indicated by the line III-40 in Fig. 5;

Fig. 11 is a transverse section through the arm, the section being takenon a plane indicated by the line H--| I in Fig. 10;

Fig. 12 is a view similar to that of Fig. 11 illustrating .the arm andassociated linkage in an actuated position;

Fig. 13 is an enlarged rear elevational view of the dual control unitfor operating the clutch Fig. 15 is a transverse section of the controlunit, the section being taken on a plane indicated by the line l5--I 5in Fig. 13;

i Fig. 16 is a vertical section through a fragnientary portion of thecontrol unit, the section being taken on a plane indicated by the linel3l3 in Fig. 14;

' Fig. 1''! is a front elevational view of the upper portion of thecontrol unit; and

Fig. 18 is an end elevational view of the lower portion of the controlunit shown in Fig. 13.

The vehicle chosen herein for. the purpose of illustrating one of theembodiments in which the present invention may be used is of the formdisclosed in my copending application, Serial No. 267,538, filed April13, 1939. A detailed description of the vehicle is therefore deemedunnecessary apart from such general reference to the parts thereof asare necessary for a complete understanding of the invention.

Referring first to Fig. l, the vehicle comprises a. front axle I, rearaxle 2, with a body 3 mounted thereon. The body is framed with loadcarrying platforms 4 and 5 disposed respectively over the wheels mountedon the front and rear. axles. Intermediate the load carrying platformsand subjacent the plane of the axle assemblies there is a floor 6extending across the vehicle and constituting an aisle or cross passage,which is arranged in relation to the top of the body to accommodate theoperation of the vehicle by an operator in standing position.

Subjacent the floor 6 there is a channeled guard or under pan 1constituting an encasement for the operating linkage between the controlunit and power transmission mechanism/ The power drive assembly whichembodies the rear axle transmission and engine 8 is coupled through auniversal joint 9 to the vehicular body sub- 'acent the platform 5. Therearward portion of the body is supported by springs l0 mounted on theaxle 2. As shown in Figs. 1, 2 and 3 the engine is provided with anintake manifold communicating with the carburetor, not shown, the intakemanifold having a throttle l2 therein 01' the conventional form.

The rear wheels of the vehicle are provided with brake drums l3 havingbrake shoes actuated by a lever ll of the usual type. A clutch, notshown, is disposed within a housing formed in the rearward portion ofthe engine casing, the actuating lever 15 therefor being affixed upon ashaft l8 coordinated with the spring release yoke of conventional form.The upper end of the clutch actuating lever l5 (Figs. 3, 4 and 6) isformed with a cross bar H, the free end portions of which are arrangedfor abutting engagement with a pair of clutch and brake lever arms.pivotally supported upon the shaft I6. Upon the rear axle housing thereis a plate l8 having a valve I9 mounted thereon, the valve beingprovided with a tube 20 connected to the engine intake pipe II and incommunication with the sub-atmospheric pressure therein which is inducedby the pumping action of the pistons during the operation of the engine.The valve is formed with a vent 2| and is further provided with conduits22 and 23 which leadrespectively to the forward and rearward portions ofa cylinder 24. The cylinder is provided with a piston connected with aI04 5 having a clevis 26 in the end portion thereof which is connectedto a lever 21, the lower end thereof being pivotally mounted on theshaft i6.

Adjustment of the operating member for the valve l3 will establishvacuum control alternately through the tubes 22 and 23 to the opposedends of the cylinder and thus effect the reciprocative movement of thepiston. The plate I8 is pierced to accommodate the support of a spring28 connected to an extended end portion of a pin 29 within the clevis23, the spring being designed to effect the retraction of the piston inthe cylinder 24.

As illustrated in Fig. 10, the lever 21 is formed with a flange adaptedfor the support of a sleeve 30 mounted for oscillatory movement thereon.The sleeve 30 is formed with 9. depending arm 3| having a spring 32connected therewith. The opposed end of the spring is affixed to theplate l8 andconstructed to normally urge the arm 3| rearwardly towardsthe axle. The lower end of the arm 3| is connected to a rod 33 through aball and socket connection 34, the rod 33 constituting the controlmember for actuating the valve IS. The radius of movement of the arm 3|is designed to compensate the arcuate travel of the lever 21 about itsfulcrum so that the translation of the rod 33 will be effectiveirrespective the position of the lever.

The transmission gear casing 36, as shown in Figs. 2 and 3, is providedwith a lever 31 adapted (as is customary in devices of this type) toeffect the engagement of the sliding gears therein. The transmission isalso provided with a lever 38 mounted on the side of the gear casingadapted for operation, in the conventional manner, to effect thepreselection of the gear to be entrained.

As shown in Figs. 1 and 13, the gear shift and clutch operating unit ismounted on the load carrying platform 4, the structure thereofcomprising a bracket 39 formed with a cylindrical opening 33* thereinconstituting the bearing for an oscillatory frame which carries the gearshift lever 40. The lever 40 is formed with a cross bar 4| in the freeend thereof, providing a hand grip for the operator. The lower portionof the lever is preferably of a channeled transverse section, the upperportion thereof contiguous the cross bar ll being constructed withlaterally disposed ears 42 which are cross drilled for the reception ofa pin 43 constituting a fulcrum for a clutch releasing finger latch H.The latch is generally of circular configuration having a flat linealsection therein which is disposed in parallel relation with the crossbar 4| on the lever 40. portion of the finger latch is constructed withan arm 45 extending inwardly towards the medial axis of the lever andprovided with a coupling 46 operatively engaged with a rod 41 guidedwithin a bore in the upper portion of the lever 40. The lower end of therod 41 is constructed with an enlarged section 48 which is slotted forthe reception of a guide pin 93. The rod 41 is pivotally connected witha link 49 which is cross drilled to receive a pin 50 forming a pivotalconnection between the link and a rocker arm 5|. The arm is fulcrumedintermediate its ends'upon a bifurcated boss 52* depending from a collar52' mounted for oscillatory movement upon the outer end of the leversupporting frame. 'The oscillatory movement afforded through thisconstruction facilitates the pivotal movement of the rocker arm 5| asthe lever is rocked in a plane normal to the major axis of the rockerarm which occurs during the manipulation of the lever 40 when the leveris The lower adjusted to effect the actuation of the gear selectorcontrol linkage. The opposed end of the rocker arm 51 is provided with aball and socket connection interlinked with a rod 53 having a collaraffixed upon the end thereof within a tube 54. The upper end of the tubeis provided with a bushing aflixed therein to form a bearing seat for aspring 55 disposed in telescopic engagement with the rod 53. The lowerend of the tube is threaded for the reception of a plug having a rod 56aflixed thereto. The spring is designed to sustain the load necessary toeffect the actuation of the clutch release valve actuating mechanism butto yield when excessive loads are applied thereon. The rod 56, as willbe seen in Fig. 3, is connected with a bell crank 51 mounted on a shaft,58 disposed in the forward portion of the guard 1. The second arm of thebell crank is interlinked with a rod 59 connected to a bell crank 60mounted on a shaft 6| in the rearward portion of the guard 1. The secondarm of the 4 bell crank is connected with a yoked rod 62 which in turnis connected to a third bell crank 63 mounted on a shaft 64 subjacentthe load carrying platform 5. The bell crank 63 is coupled with a. rod65 formed with an arcuate end portion pivotally connected through a pin66 with a rocker arm 66 mounted on the engine. The pivot pin 66*-constitutes a supporting medium for a rod 61, the opposed end of the rodbeing coupled with the arm 3|.

In operation, as the latch 44 is .pulled towards the cross bar 41 thearm 45 will effect the downward translation of the rod 41, the elevationof the forward portion of the rocker arm 51 and in turn the elevation ofthe rod 56 through the medium of the spring 55. Such movement of the rod56 will cause the oscillation of the bell cranks 51, 69 and 63, thetranslation of the rods 59, 62, 65, 61 and 33 and the consequentactuation of the valve 19 to effect the distention of the piston rod25.As the lever 21 is rocked forwardly by the rod 25 it will impinge thecross bar 11 and oscillate the shaft 16 to a position where the clutchyoke carried thereby will cornpress the clutch spring and effect therelease of the clutch. In the inoperative periods of the engine theclutch release may be effected by the application of suflicient physicaleffort to overcome the clutch spring. The linkage intermediate the latch44 and the lever 21 is, however, safeguarded from undue strain by thespring 55 which is designed to support the loads necessary to effect theactuation of the valve and the effort of the clutch spring but to yieldunder abnormal loads such, for example, as occur when the clutch pilotbearing becomes galled for lack of lubrication.

As will be seen in Figs. 5 to 9, the pivotal connection of the member 34is disposed in aligned relation with the medial axis of the shaft 16 sothat no appreciable movement of the valve rod 33 will occur during theactuation of the lever 21.

As shown in Fig. 2, the floor 6 in the cross passage is formed with anarcuate slot 68 provided for the reception of a throttle control roller69'mounted upon a bell crank 18 supported upon a stud 1| aflixed to thelower face of the floor. The second arm of the bell crank 10 ispivotally connected with a rod 12 interlinked with a bell crank 13mounted on the shaft 61. The second arm of the bell crank 13 isconnected with a rod 14 pivoted upon a bell crank 15 mounted upon theshaft 64. The second arm of the bell crank 15 is connected with a rod 16pivoted to the engine throttle lever l2 (Fig. 3). The bell crank 10 isprovided with a contractile spring 10" normally urging the linkage intothe position in which the valve throttle is closed. The bell crank 10 isoscillated to open the throttle by a rotative movement of the operatorsfoot against the side of the roller 69. The advantage of the improvedthrottle control member over the conventional accelerator pedal of thevertically movable type resides in the provision of a structure whicheliminates the possibility of accidental throttle movement by theoperator while driving the vehlcieima standing position over a roughroad. The structure further accommodates the actuation of the throttlewhile the driver is standing with his weight divided upon bothfeet.

As shown in Figs. 1, 2 and 4, the hand brake lever 11 is disposedadjacent the gear shift control unit, the free end thereof projectingthrough a slot 4 in the load carrying-platform 4. The

lever is formed with an offset portion 18, the

lower end thereof being pivotally mounted upon a shaft 19 supported onthe body chassis. The

inner end'of the shaft 19 is provided with a deon the tube supportingthe universal joint 9, this portion of the cable being aflixed to aclevis 89 pivotally connected to the lever 35 which as heretoforedescribed is disposed for engagement with the cross bar I! on theclutchlever l5. The other end of the cable 84 is connected with atriangular plate 90 which is drilled to support a pair of cables 9| and92 connected with the brake levers 14. In operation, when the hand brakelever 11 is retracted, the sheave 83 will be moved forwardly, thusrocking the lever 35 upon its fulcrum into engagement with the cross barl1 (Fig. 9) to effect the release of the clutch and simultaneous theapplication of the brakes.

As shown in Figs. '1 to 9, the lever I5 is constructed with anadjustable stop l5 provided to limit the forward oscillatory movementthereof and the arm 35 is likewise provided with a stop 35 to delimitthe movement thereof in relation to the arm 15, Referring now to Figs.13 to 16, the gear shift lever 46 is pivotally mounted on a pin 93supported in the upper portion of a channeled arm member 94 (Fig. 15)The lower end of the lever 40 is guided by pads 94 formed on the innerfaces of the arm 94. The end of the lever 40 is bifurcated and crossdrilled for the reception of a pin 95 which supports a rod 96 disposedwithin a cylindrical portion of the arm 94 journalled in the bracket 39.The outer end of the rod 96 is pivoted upon a pin 96 mounted in an armof a bell crank 91 fulcrumed upon a pin 91 supported in the bracket 98which is integral with and extends from the upper portion of the bracket39. The cylindrical bearing portion 99 of the arm 94, which isjournalled in the bracket 39, is restrained from longitudinal movementby a shoulder adjacent the inner end thereof and the collar 52 mountedfor oscillatory movement upon the outer end thereof. The collar 52 isformed with ears 52 which are cross drilled for the reception of a pin52 constituting a pivotal support for the rocker arm 5 I. The other armof the bell crank 91 supports a ball and socket coupling I (Fig. 14)connected with 8. depending link III having theiopposed end thereofcoupled with a bell crank "I02 (Fig. 3) mounted for oscillatory movementupon the shaft 58. The second arm of the bell crank is pivotallyconnected to a rod I03 which is coupled with a second bell crank I04pivoted on the shaft GI. The second arm of the bell crank I04 isconnected with a rod I05, which is turn is connected to a third bellcrank I06, the second arm thereof being coupled with a curved link I01having a clevis I00 in the end thereof. The clevis I08 is pivotallyconnected to the lever 31, which eflectuates the actuation of thesliding gears in the transmission case 36. The oscillatory movement ofthe lever 40 upon its fulcrum 93 eifectuates the reciprocation of therod 86, the vertical translation of the rod IM and the consequentoscillation of the lever 31. Since the arm 94 is subject to oscillatorymovement within the journal bearing 39 during the movement of the lever40 in the gear selecting operation, a swivel connection is necessarybetween the pivotal connections 95 and 06". Such movement is afforded bythe rotatable connection 96' provided by the threaded engagement of therod 90 with the sleeve constituting the coupling 96.

The arm 94 is formed with a laterally extended boss I09 (Figs. 3, 14 and15) having the end portion thereof pivotally connected with a dependingrod I I0 with a ball coupling II I upon the end thereof which is coupledwith a bell crank IIZ interlinked with a rod H3. The rod III is pivotedto an arm H4 affixed upon the lower end of a vertically disposed shafthaving a lever IIB mounted upon the end thereof interlinked with a rodII'I pivoted to the gear selecting lever 38. When the lever 40 and arm94 are oscillated about the axis of the journal bearing in the bracket39 the armor boss I09 will effectuate the vertical translation of therod 0, the reciprocation of the rod I I3, the oscillatory movement ofthe rod I I5, the reciprocation of the rod II! and the consequentoscillation of the lever 38. It will be obvious from the foregoing thatthe dual gear shift and clutch control unit may be manipulated by theoperator of the vehicle with one hand, the forward, rearward and lateralmovement of the gear shift lever being the same as that employed in theconventional gear shift lever in an automobile while the power actuatedclutch release member may be concurrently operated through the fingerlatch 44 coupled therewith.

Although the foregoing description is necessarily of a detailedcharacter, in order that the invention may be completely set forth, itis to be understood that the specific terminology is not intended to berestrictive or confining, and that various rearrangements of parts andmodifications of detail may be resorted to without departing from thescope or spirit of the invention as herein claimed. 4

I claim:

1. An automotive vehicle comprising a combination of a wheeled carriageincluding a body provided with a cross passage having a low floor, .apower-unit assembly including an engine, a clutch and a gear shifttransmission rearwardly of said passage, a dual control mechanismforwardly of said passage, a fluid pressure connection between saidmechanism and said clutch and a connection between said mechanism andtransasraeoi mission, said control mechanism including palm and fingergrips adjustable by sequential singlehand operation for actuating saidconnections.

2. In an automotive vehicle, a body provided with a cross passage havinga low floor, a rear driving assembly including an engine, a clutch, aspeed-change transmission and a diiferential axle housing, a hollowpillar within said vehicle forwardly of said passage, a lever structurecarried by said pillar for controlling the operation of both clutch andtransmission and connections between said clutch and one element of saidstructure and between said transmission and another element of saidstructure respectively, said connections extending through said pillarand underneath said floor.

3. In an automotive vehicle, a clutch, a speedchange transmission, ahollow pillar within said vehicle, a pair of levers carried one by saidpillar and the second one by the first for controlling the operation ofsaid transmission and clutch and connections between said clutch and oneof said levers and between said transmission and the other one ,of saidlevers, said connections extending through said pillar.

4. In an automotive vehicle, a clutch, a. speedchange transmission, ahollow pillar within said vehicle, a pair of levers carried by saidpillar in such proximity as to be adjustable with one hand forcontrolling the operation of said clutch and transmission respectively,a fluid-pressure assembly adapted to operate said clutch and connectionsrespectively between said assembly and one of said levers and betweensaid transmission and the other of said-levers, each connectionextending through said pillar.

5 In an automobile, in combination, a body provided with a cross passagehaving a low floor, a unitary power assembly including an engine,clutch, speed-change transmission and differential rear axle housing, ahollow pillar within said vehicle and forwardly of said passage and atthe arm height of an operator standing in said passage, a pair of handlevers carried by said pillar for controlling the operation of saidclutch and transmission respectively, a fluid pressure device, aconnection between said device and one of said levers, said deviceadapted to release the clutch, and a connection between saidtransmission actuating lever and said transmission, two of saidconnections extending through said pillar and underneath the floor ofsaid passage.

6. In a dual control for an automobile, a hollow pillar, a member formedwith a hollow trunnion turnably mounted in said pillar, a hand leverpivoted on said trunnion member, a finger latch pivotally carried bysaid hand lever, a rock bar pivotally mounted intermediately of its endson said trunnion, one end of said rock bar being connected with saidlatch and having its other end operatively connected with a clutch, arod axially movable through said trunnion and having its one endarticulated to said hand lever, the other end of said rod beingoperatively connected with one unit of a change speed gear transmission,said trunnion being provided with a projecting arm operatively connectedwith another unit in said transmission, whereby the hand lever may beswung bodily in a forward or rearward direction to swing said rock barin unison with consequent turning movement imparted to said trunnion forselecting one speed after swing of the hand lever laterally has eflectedcrossover of a gear of said transmission.

7. In a dual control for an automobile provided with a clutch and with agear-shift transmission, a hollow pillar,'a member formed with a hollowtrunnion turnably mounted in said pillar, a hollow, upright double-armedhand lever pivoted at the junction of its arms on said trunnion member,a finger latch pivotally carried by the upper end of said hand lever, arock bar pivotally mounted intermediately of its ends on said trunnion,one end of said rock bar being connected with said latch, meanscomprising a ball and socket connection at the" other end of said barand operatively joined with said clutch, a rod axially movable throughsaid trunnion and having its one end articulated to the lower end ofsaid hand lever, means for operatively connecting the other end of saidrod with the crossover unit of said gear-shift transmission, saidtrunnion being provided with a projecting arm and means for operativelyconnecting the end of said arm with the selector unit of said gear-shifttransmission, whereby the hand lever may be swung bodily in a forward orrearward direction to swing said rock bar in unison with consequentturning movement imparted to said trunnion for selecting one speed afterswing of the hand lever laterally has effected crossover of a gear ofsaid transmission.

8. In combination with an automobile transmission having a gear shiftlever and a gear selector lever, a remote control unit thereforcomprising, a bracket, an arm pivotally mounted therein, linkageconnecting said arm and said gear selector lever, a gear shift controllever pivotally mounted on said arm, linkage supported by said bracketconnecting said control lever with said gear shift lever and means inthe last named linkage to accommodate the pivotal movement of said arm.

9. In an automotive vehicle embodying a clutch, a power actuatingmechanism therefor and a transmission having a gear shift lever and agear selector lever, a remote control unit therefor comprising, apivotally supported arm, linkage operatively connecting said arm withsaid gear selector lever, a gear shift control lever pivoted upon saidarm, linkage operatively connecting said control lever with said gearshift lever, a swivel connection in the linkage between the controllever and gear shift lever, a clutch release latch pivoted upon saidcontrol lever, linkage supported by said-arm connecting said latch withthe clutch power actuating mechanism, and means in the last namedlinkage associated with said arm to accommodate the pivotal movementthereof.

10. In an automotive vehicle embodying a transmission having a gearshift lever and a gear selector lever, a control unit therefor disposedin the forward portion of the vehicle, said unit comprising, an armpivoted for forward and rearward movement in the vehicle, linkageoperatively connecting said arm with said gear selector lever, a pivotpin in said arm, a gear shift control lever mounted thereon intermediateits ends for movement in a plane normal to the plane of movement of thearm, linkage operatively connecting said control lever with said gearshift lever, and means on said arm to restrain lateral movement of thecontrol lever and relieve the strains imposed upon said pin when saidarm is oscillated through manipulation of said control lever.

11. In an automotive vehicle embodying a body and a clutch andtransmission assembly mounted thereon for independent movement relativethereto, a control unit for operating the clutch and transmissioncomprising, a bracket mounted on said body, an arm journalled therein,linkage mounted on said body and connected with said arm, a rod coupledwith said linkage and a member in said transmission, a lever pivotallymounted on said arm, linkage mounted on said body and connected withsaid lever, a rod coupled with said linkage and a second member in saidtransmission, a latch pivotally mounted on said lever, linkage mountedon said body and connected with said latch, a rod coupled with saidlinkage and said clutch, and means coordinated with the linkageconnected with the arm, lever and latch and the rods coupledrespectively with the first named transmission member, the second namedtransmission member and the clutch to accommodate the movement betweenthe body and the clutch and transmission assembly. I

ORPHEUS 1". QUAR'I'UILO.

